Halifax Commuter Rail Feasibility Study Open House Halifax Regional Municipality February 26, 2015
Study Team The team is led by CPCS: A global management consulting firm (formerly the consulting arm of the Canadian Pacific Railway) A recognized leader in passenger and freight rail analytics, feasibility studies, and economic analysis Interdisciplinary team with: local sub-contractors Dillon Consulting and Ekistics Plan + Design, who bring significant prior experience on rail and transportation projects in Nova Scotia commuter rail expert Michael Schabas of FCP World 2
Study Team CPCS has completed over 1,000 assignments in more than 90 countries (shaded), including close to 200 assignments in Canada and over a dozen projects in Nova Scotia 3
Study Purpose and Goals To produce a comprehensive feasibility study that accurately reflects the costs and benefits of implementing and operating commuter rail The study includes an analysis of financial, regulatory, and organizational issues associated with building, implementing, operating, and maintaining the project We are working to develop affordable configurations for commuter rail service on the Halifax-Elmsdale and Halifax- Beaver Bank Corridors 4
Study Approach Phase 1: Assessment of Existing Conditions We are here! Phase 2: Evaluation and Recommendations Phase 3: Public Engagement and Implementation Planning Draft Report We have conducted an assessment of the existing conditions and developed and evaluated several operating concepts The results presented are preliminary and any updates will be reflected in the final report Final Report 5
Related Studies in Halifax Moving Forward Together Plan A comprehensive planning process to develop an improved, simplified, and more user-friendly bus network Part of Halifax Transit s five-year strategic planning cycle Involves redesign into a transfer-based bus network Implementing a commuter rail line would also involve bus network adjustments incorporating bus-rail transfers A draft network design was released in February 2015 RP+5 2014 Regional Plan Establishes long-range, region-wide planning policies outlining where, when, and how future growth and development should take place in the municipality... to 2031 Key goal: Support and reinforce growth areas by an appropriately designed transit service A revision of the 2006 Regional Plan, which has since been repealed Approved by Regional Council June 2014 and in effect as of October 2014 Source: Halifax, http://www.halifax.ca/movingforwardtogether/ Source: Halifax Transit, http://www.halifax.ca/regionalplanning/finalregplan.php 6
Commuter Rail Definition Passenger rail service between the city centre and the surrounding metropolitan region Trains typically share tracks with freight and intercity passenger rail services Source: istock 7
Existing Canadian Commuter Rail Systems There are four existing commuter rail systems in Canada Ottawa s system is often called a light-rail system it operates over a short lightly-used freight rail corridor using European-designed vehicles Existing commuter rail systems are located in larger metropolitan areas than Halifax Halifax s population is 400,000 Halifax, and Existing Metropolitan Areas with Commuter Rail Systems in Canada Source: CPCS analysis of various sources 8
Similar-Sized Cities in Canada Currently, Canadian metropolitan areas with less than 1 million people do not have rail transit service However, Kitchener-Cambridge-Waterloo, Ontario (pop. 490,000) is currently building a light-rail transit (LRT) system The LRT vehicles do not run on freight rail tracks Region of Waterloo Light-Rail Vehicle Source: Region of Waterloo 9
Study Area The proposed system would primarily use the Bedford Subdivision, CN s mainline We have considered service as far as Elmsdale We have also considered extending service along the Windsor & Hantsport Railway (WHR), a shortline, which meets the Bedford Subdivision at Windsor Junction The WHR has not operated in Halifax since 2011 We have considered service as far as Beaver Bank We have not considered service on the CN Dartmouth Subdivision, which meets the Bedford Subdivision at Windsor Junction 10
Rail Capacity Existing infrastructure and operations determines the available capacity to run commuter rail trains In particular, there must be sufficient capacity during the peak-periods 6:00-9:00am and 3:00-6:00pm Two approaches can be used to increase capacity Sidings and double-track allow trains to pass one another Signalized track allows trains to operate more efficiently Trains Passing at a Siding Typical Signals Source: Wikipedia.org Source: Wikipedia.org 11
Existing Rail Infrastructure and Operations CN near Bedford The existing Bedford Subdivision is mostly single track Existing grade for double track exists along most of the segment from Halifax to Windsor Junction, which allows new sidings to be installed relatively easily Source: Rob Leblanc, Ekistics Most of the Bedford Subdivision is signalized and dispatched remotely A segment from Halifax to Fairview Cove Terminal is not currently signalized The WHR corridor is a single track with light-duty rail It is not connected with the CN Bedford Subdivision It is not signalized WHR at Beaver Bank Source: Rob Leblanc, Ekistics
Potential Station Locations: Selection Criteria Grade separation from the station to the surrounding area Potential surrounding land use impacts additional noise, safety, pedestrian traffic impacts, changes to street traffic congestion, etc. Accessibility by active transportation modes, including existing or planned sidewalks and bike lanes Future intensification opportunities within the catchment area of the station. Proximity to existing connecting Halifax Transit bus stops/terminals Availability of land to accommodate: terminal platforms and bus staging areas (near key destinations) terminal platforms and park-and-ride facilities (for rural and suburban stations) For rural and suburban stations only: Population within the catchment area of the station Accessibility and distance from arterial and highway networks 13
Potential Station Locations We have studied potential stations in the following areas: 1. VIA Rail 2. South End 3. West End 4. Rockingham 5. Mill Cove 6. Sunnyside 7. Bedford Common 8. Cobequid 9. Wellington 10. Elmsdale 11. Beaver Bank 14
Operating Concepts The Team developed three operating concepts: Service to Cobequid: A station near Cobequid Road would be the last station Service to Elmsdale: A station in Elmsdale would be the last station Service to Beaver Bank: A station in Beaver Bank would be the last station All concepts originate/end at the Halifax VIA Rail Station With all three concepts, we have/will consider: All-day service: every 30 minutes in the weekday peakperiods, every 60 minutes in the off-peak and on weekends Peak-period only service (with a mid-day trip) Halifax VIA Rail Station 15 Source: Rob LeBlanc, Ekistics
One-way trip times Halifax-Elmsdale One-way trip times Halifax-Cobequid Approximate Trip Times No. Potential Stations arrive (min) depart (min) 1 VIA 0 Halifax-Cobequid, Halifax-Elmsdale, and Halifax- Beaver Bank Service Halifax-Elmsdale Only Halifax-Beaver Bank Only 2 South End 4 5 3 West End 7 9 4 Rockingham 12 14 5 Mill Cove 18 20 6 Sunnyside 22 23 7 Bedford Common 27 28 8 Cobequid 32 33 9 Wellington 45 47 10 Elmsdale 58 11 Beaver Bank 41 16
Service to Cobequid There is relatively light existing rail traffic from the VIA Rail Station to Cobequid Service along this segment could be provided with additional short sidings to allow commuter rail trains to pass one another 17
Service to Elmsdale There is relatively heavy existing rail traffic from Cobequid Station to Elmsdale To provide regular and reliable commuter rail service, an additional track would be required along the entire length 18
Service to Beaver Bank Currently, there are no train operations from Windsor Junction to Beaver Bank In addition to the requirements of the Cobequid concept, track rehabilitation will be required from Windsor Junction to Beaver Bank 19
Potential Rolling Stock / Vehicles We considered six rolling stock alternatives for the proposed commuter rail system, including diesel-electric locomotive-hauled trains diesel-multiple units (DMUs) DMUs are passenger cars with integrated engines New and rehabilitated alternatives We considered the following alternative for further analysis: Rehabilitated Budd Rail Diesel Car (RDC) Built in the 1950s and 1960s Stainless steel construction can be rehabilitated into good condition Can operate as trains of up to six cars Several are available in Moncton 20 Source: Wikipedia.org
Other Alternatives Considered: Locomotive-Hauled New Push-Pull Diesel-Electric Locomotive-Hauled Train A new locomotive-hauled push-pull train set with bi-level cars Rehabilitated Push-Pull Diesel- Electric Locomotive-Hauled Train A rehabilitated locomotivehauled push-pull set with singlelevel cars Source: www.blogto.com Source: Photoblair.ca 21
Other Alternatives Considered: DMUs New High-Floor DMU A new high-floor DMU. It would be compliant with Transport Canada rules for use on track shared with freight traffic. New or Rehabilitated Europeandesigned Low-Floor DMU A new or rehabilitated low-floor DMU as currently operated on many routes in Europe and on the Ottawa O-Train. These alternatives cannot be typically used on track shared with freight trains, unless additional risk mitigation strategies are undertaken. Source: Metrolinx Source: Wikipedia 22
Ridership Forecasting Methodology (1) The Team developed three demand scenarios (low, medium, high) for each of the three operating concepts a total of nine scenarios. Low Demand Scenario The minimum level of infrastructure investment required to begin operating the rail service Medium Demand Scenario Increased investment to provide improved connectivity between the urban rail stations and major activity nodes: Potential park-and-ride lots at Mill Cove, Elmsdale, Wellington, Cobequid and Bedford Common Stations Direct shuttle service between: VIA Station and downtown Halifax; and South End Station and Dalhousie and St. Mary s universities 23
Ridership Forecasting Methodology (2) High Demand Scenario In addition to changes made in the Medium Demand Scenario: Four new transit shuttle services connecting various neighbourhoods to the Cobequid and Elmsdale Stations; The optimization of existing transit routes to increase commuter rail ridership; and Elimination or modification of competing Halifax Transit express routes and other park and ride areas. The medium and high scenarios include shuttle buses to connect neighbourhoods and key destinations to commuter rail stations Source: Government of Nova Scotia, Twitter
Forecasted Ridership: Total We estimate that there would be between 1,600 and 4,000 weekday boardings on commuter rail Forecasts are based on peak-period service with one additional mid-day trip Total weekday ridership on Halifax Transit is 98,000 per day 25
Forecasted Ridership: By Station Most trips are between urban stations on the Halifax Peninsula and suburban stations In the AM peak these trips are predominantly from suburban areas to downtown, and vice-versa in the PM peak Daily Boardings Halifax-Elmsdale Daily Boardings Halifax-Cobequid Daily Boardings Halifax-Beaver Bank Source: CPCS from Dillon analysis. Based on peak-period and one mid-day trip service. 26
Estimated Costs The following costs are based on all-day and weekend service Providing service as far as Cobequid is a lower cost concept in terms of capital and operating costs Service as far as Beaver Bank would cost more than the Cobequid concept, but less than the Elmsdale concept Expected Capital Cost Expected Operating Cost (2018) 27
Recovery Ratio All commuter rail systems in North America do not recover all of their operating expenses through fares That is, they have a recovery ratio revenues divided by costs -- less than one If a Halifax commuter rail system opens in 2018, it would have an initial recovery ratio of between 9% and 24% depending on the traffic scenario Select* US Commuter Rail Systems and Passenger Fare Recovery (2011) and Proposed Halifax (2018) Source: CPCS analysis of Federal Transit Administrations 2011, National Transit Database (NTD), 2011. *Includes the highest and lowest recovery ratios in the dataset. 28
Other Social Benefits and Costs Travel time savings Travelers benefit from decreased travel time Automobile operating cost reductions Savings to travelers from not having to pay for the cost of driving because they take transit instead Carbon dioxide (CO 2 ) emissions reductions CO 2 emissions, produced through the combustion of fossil fuels, are known to cause climate change through the greenhouse effect There is increasing recognition that there is a social cost from the economic damages caused by climate change Impacts to net agricultural productivity, human health, and property damages from increased flood risk These economic impacts can be monetized and included in the economic analysis Source: US EPA. The Social Cost of Carbon. http://www.epa.gov/climatechange/epaactivities/economics/scc.html 29
Closing Thank you for coming to learn about our work on this project so far! If you have any questions, please seek out a member of the CPCS Team George Kaulbeck, P.Eng. Project Manager, CPCS Joel Carlson Project Coordinator, CPCS 30